Automatic charging mechanism for engines.



No. 895,603. PATENTED AUG.11, 1908. M. A. TROW & F. J. BRUMMER. AUTOMATIC CHARGING MECHANISM FOR ENGINES.

APPLICATION FILED MAY 16, 1907. 4 SHEETS-SHEET 1.

W1 IINESSES No. 895,603. PATENTED AUG. 11, 1908. M. A. TROW & F. J. BRUMMER. AUTOMATIC CHARGING MECHANISM FOR ENGINES.

APPLICATION FILED MAY 16, 1907.

4 SHEETS-SHEET 2.

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W1 TNESSES PATENTED AUG. II

M. A. TROW & F. J. BRUMMER. AUTOMATIC CHARGING MECHANISM FOR ENGINES.

APPLICATION FILED MAY 16, 1907.

4 SHEETS-SHEET 3 [NVENTOR 5 if. A Tr a w E J Br umm er A/I'O/llfj' W [TNESSES No. 895,603. PATENTED AUG. 11, 1908. M. A. TROW & F. J. BRUMMER.

AUTOMATIC CHARGING MECHANISM FOR ENGINES.

APPLICATION FILED MAY 16, 1907.

4 SHEETSSHEET 4.

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i No. 895,603.

reference numerals designate corresponding parts throughout the several views, 1 indi-.

UNITED sTATEs PATENT OFFICE.

HILTON anew AND FREDRICK J. Enema, or AvocA,M1NNEsoTA.

AUTOIA'IIG CHARGING- HEGHANISM FOB ENGINES.

To all whom it may concern:

Be it known that we, Mnxrou A. Tnow and- FREDRICK .J. Barman-m, citizens of the United States, residing at' Avoca, in the county of- Murray and State of Minnesota,

have invented certain new and useful I mprovements in Automatic Charging Mechanism'for Engines; and we do hereby declare }ect is to provide means for continuously ceding an explosive to the combustion chamber of the engine.

A further object is to provide means for rotating the charging mechanism in the same direction at all times.

' A still further object is to provide means -for igniting the fuel when deposited in'the combustion chamber.

Other objects and advantages will be hereinafter referred to and more particularly pointed out in the claims.

In the accom anyin drawin s which are made a art of t 's app ication, igure 1 is a longitu mal central sectional view through our improved char ing mechanism and show ing the same attac ed to a gas engine. Fig. 2 1s a top plan view thereof. Fig. 3 is a bottom plan view thereof. Fig. 4 is a sectional viewas seen on line 44 Fig. 1, and, Fig. 5 is a sectional view as seen on llne, 5-5 Fig. 1

Referring to the drawings in which similar cates a piston of that class adapted to be used in connection with rotary engines which is mounted in a suitable cylinder 2, said cylinder in turn being carried 'at one end of a base member 3, and is rovided with inlet ports 4 and 5 through w ich the power me- Specification of Letters Patent. Application filed Kay 16, 1901. mm No. 374,065.

Patented Aug. 11, 1908.

i through the port 5, the piston will be driven in the opposite direction, the two ports terminating at one end in'a chamber extension or conduit and, in order to control the movement of the piston 1, we provide a gate 7 which is pivoted at the point of juncture of the two ports and is so located that it can be moved to close either of the ports desired and One end of the extension or conduit 6 is divided into a plurality of combustion chambers 8 which are closed at one end and in communication with the chamber extension or conduit at their opposite ends and in order to compress the fuel in the chambers until the same is exploded we provide each of the chambers with a valve 9 which is pivoted at one edge and normally .held across the mouth of the combustion chambers by means of a tension sprin 10 which is located above the combustion c ambers and is connected to the valve by directin the stem of the valve through the wall of t e extension or conduit and securing a lever 11 thereto to which is attached one end of the spring 10, the opposite end of said spring bein secured to a lug 12 on the combustion cham er.

In order to prevent back pressure on the valves 9 we locate in the chamber extension or conduit at the ends of the combustion chambers a swin ing closure 13 which is normally held close by means of a spring 14 so that as soon as the explosion occurs and has passed into one of the orts 4 or 5, the closure 13 will immediately escend and cover the ends of the combustion chambers, the closure receiving the force of the back pressure.

A mixing chamber 15 is located on the opposite end of the base member 3 from that occupied by the cylinder and in order to convey the fuel from the mixing chamber to the combustion chambers, we provide a plurality of cylinders 16 in each of which is located a piston 17 which pistons are adapted to reciprocate in the cyhnders and are provided with upwardly extended piston rods 18.

- Each of the cylinders 16 is connected to the mixing chamber by means of a feeding pipe 19 so that when the pistons are on their upward stroke in the cylinder a supply of the fuel will be drawn into the cylinder and likechambers are in proportion to the number of cylinders em loyed so that each cylinder is provided wit its own individual combustion chamber.

The fuel is prevented from ret to the mixing chamber after being drawn into the cylinder by disposing over that end of the feed pi e entering the cylinder, a valve 21 while t e fuel is revented from returning to the cylinders a ter being discharged into combustion chambers by disposing a similar valve 22 over that end of the discharge pipes entering the combustion chambers- The object in providing a plurality of cylinders for charging the combustion chambers is to direct a new charge of material into each combustion chamber as fast as one charge is exploded and to this end we have provided means whereby when the piston nearest the combustion chamber is at its lowest stroke, the iston farthest from the combustion cham ber will be at its upward stroke and the pistons between the two end pistons will be proportionately raised or lowered and to accomplish this result we secure to the upper ends of the piston rods 18, eccentric straps 23 which are in turn mounted upon eccentrics 24 which are mounted upon a shaft 25 carriedin the upper end of standards 26 and 27 extending upwardly from the base member 3, said eccentrics being varied in such manner as to accomplish the result above described.

That end of the shaft 25 extending through the standard 27 is provided with a driving gear 28 with which is adapted to mesh a shifting gear 29, said gear being mounted upon a. shaft 30 which is provided in its length with a universal joint 31, one end of the shaft 30 finding a bearing in a standard- -32 extending u wardly from the base member 3 while t e opposite end thereof is mounted in a bearing block 33 which is in turn slidably mounted in a slot 34 formed in the upper end of the standard 27, the gear 29 being located between the block 33 and joint 31.

The shaft 30 is of sufiicient length to extend entirely through the standard 32 and is provided with a beveled gear 35 which meshes with a similar gear 36 on one end of a shaft 37, the op osite end of said shaft having a worm 38 t ereon which meshes with a gear 39 on the main dri shaft 40 and it will .be seen that when the piston 1 is rotated that the driving shaft 25 will be likewise rotated and in order to reverse the piston 1 without affecting the rotation of the driving shaft, we provide an idler 41 which is rotatably mounted on the standard 27 and in mesh with the gear 28 and by moving the bearing block 33 longitudinally in its slot 34, the shifting gear 29 will be moved into engagement with the idler 41 so that when the piston 1 is rotated in the opposite direction, the driving shaft 25 will not be reversed.

The block 33 is adjusted in the slot 34 by means of a link 42 which extends laterally from the block and beyond one edge of the standard 27 where it is secured to one endof a lever 43 which is in turn pivotally mounted upon a rack 44, the lever 43 being provided with the usual form of spring latch 45 which is adapted to engage with notches 46 on the be at one end or the other of the slot while the middle notch is so arranged that when the latch is in engagement therewith, the shifting gear 29 will be midway between the driving gear 28 and the idler 41 thereby disconnecting the ower from the shaft 25 and stop ing the fee ing mechanism which will resu t in the immediate stop age of the engine.

, In order to explo e the material as soon as discharged into combustion chambers, we provide a vertically disposed shaft 47 to the upper end of which is secured a beveled gear 48 which is adapted to mesh with a similar gear 49 on the end of the driving shaft 25, that portion of the shaft 47 below the gear 48 being provided with a plurality of cams 50 25 whereby the cam will engage the-contact points 51 when the iston is at its lowest stroke, the cams an contact points being equal innumber to the number of eccentrics on the shaft 25.

From the foregoing it will be seen that we have provided a very cheap and accurate means for conveying the combustible material from the mixing chamber to the combustion chamber the charges being so timed that acontinuous explosion will occur and thereby giving a steady drive to the engine and at the same time enabling us to employ a amount of the explosive material at each char e.

at we claim is: 1 The herein described charging mechanism for engines comprising the combination with a mixing chamber and combustion chambers; of a plurality of cylinders between said chamber and combustion chamber, pistons in said cylinders and means to operate said pistons whereby the fuel will be drawn from the mixing chamber and deposited in the combustion chamber, said istons having a stepped relation to each t er.

2. In acharging device for engines the combination w1th a mixing chamber and combustion chambers; of a plurality of cylinders between said mixing chamber and said combustion chambers, a feed pipe for each ofsaid cylinders common to 'and communicating with said mixing chamber, a discharge pipe for each of said cylinders, extendlng into one of said combustion chambers, valves on said feed pi es and discharge pipes, means to normally c ose the auxiliary combustion chambers, a piston for each of said cylinders, means to operate said pistons said pistons having a staggered relation one with the other.

3.- The herein described-charging mechanism for engines comprising a plurality of combustion chambers, a mixin chamber, means between said'mixing cham er and said combustion chambers embracing cylinders and pistons having stepped relation one with the other, and correspondingly arranged eccentrics having connection with said pistons to intermittently feed fuel from the mixing chamber to said combustion chambers, and

means to explode the fuel in the combustion chambers.

4. In a charging mechanism for engines the combination with combustion chambers, and means to normally close the open ends of said combustion chambers; of a plurality of cylinders, a discharge pipe extending from each of said cylinders to one of said combustion chambers, pistons in said cylinders adapted to directfuel through the discharge lpes, a driving shaft for said pistons, a plura ity of eccentrics on said driving shaft,

means to connect said pistons with the eccentrics, said pistons and eccentrics having a stepped relation to each other and means to rotate said driving shaft.

5. Ina charging device for engines, the combination with a plurality of combustion chambers at one end thereof, means for charging the said combustion chambers,

comprising cylinders, pistons in said cylinders, a driving shaft above said cylinders,

means to operatively connect said pistons to the driving shaft, a driving gear on said driving shaft, an idler meshing with said driving gear, a shaft having a universal oint therein mounted above said driving ear and idler, a shifting'gear on said shaft an means to move said shifting gear laterally whereby the same may be directed into enga ement with the driving gear, or idler, at wi or entirely out of engagement with both the driving gear and idler. v

6. In a charging vmechanism for engines the combination with an engine having combustion chambers and means to reverse the rotation of the engine; means for charging said combustion chambers a plurality of cyl 

